Engine-starting mechanism.



J. 11. DURNO. ENGINE STARTING MECHANISM.

APPLIOATION FILED 00111 1911 o Patented Dec. 9, 1913.

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J. H. DURNO.

ENGINE STARTING MECHANISM.

APPLICATION FILED OCT. 11, 1911. 1 ,QSQQUQQ I Patented Dec. 9, 1913.

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J. H. DURNO.

ENGINE STARTING MECHANISM.

APPLICATION FILED OUT. 11, 1911.

Patented e0. 9, 1913.

3 SHEETS-SHEET 3.

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JOHN 'H. DURING, OF ROCHESTER, NEW YORK.

ENGINE-STARTING MECHANISM.

To all whom it may concern:

Be it known that I, JOHN H. 'DURNQ, of

new and useful Improvements in Engine- Starting Mechanisms; and I do hereby de-v clare the following to be a full, clear, and exact description of'the same, reference being had to the accompanying drawings, forming a part of this specification, and to the reference-numerals marked thereon".

' The present invention relates to improveengine, is automatically adjusted'to retard the spark simultaneously with the initial movement of the motor which actuates the engine shaft.

A further object of my invention is the provision'of an improved construction and arrangement of parts whereby fluid isstored under pressure, and when released, serves to operate a motor which imparts movement to the engine shaft.

To these and other ends 'the invention consists in certain improvements and combinations of parts all as will be hereinafter more. fully described, the novel features being pointed out in the claims at'the end-of the specification.

In the drawings: Figure -1 ,is a. view in elevation of the parts,jas arranged in accordance with a preferred embodiment of my invention; Fig. 2 is a longitudinal sectional view of the fluid pressure motor; Fig. 3 is a. view in side elevation of the same, looking in'the opposite direction from Fig. 2; Fig. 4 is a detail view showing a portion of the engine in elevation, and the exhaust control-- ling valve in section; Fig. 5 is a vertical sectional view showing the engine shaft, the motor shaft, and clutch mechanism for connecting the same, and Fig. 6 is a similar view, showing the clutch elements in elevation.

Similar reference numerals throughout the several figures indicate the same parts.

1 arranged as usual, and connected to the engine to control the spark as required.

The engine shaft is arranged to be turned by means of a motor, which in the present embodiment includes a fluid pressure cylinder 4: and piston 5 movable Within the cylinder and carrying, .or having connected thereto, a rack 6 which engages the gear Specification of Letters'iatent. y t m ap g, 1913,, I Application filed October 11, 1911. Ser'ialNo. 654,132. I

wheel 7 the latter being fixedly mounted on the motor shaft 8. The gear wheel 7 has arranged on oneface the ratchet teeth 9, constituting a clutch surface arranged to engage the coiiperating clutch element 10, the latter'being slidably mounted on the engine shaft 2. The clutch element 10 is held normally in released or unclutching position by means of the spring 11, and is arranged to be'moved into locking engagement with the clutch face on the gear wheel in a manner that will presently be explained.

"12 designates a spring arranged at one end of the cylinder 4, to form a cushion for the piston 5 in case it moves too quickly along the cylinder. The piston 5 is shown in its normal position in Fig. 2, and after eaeh operation, is returned to its normal position in any desirable manner, as in the present embodiment, by means of the 5 ring 13 which is connected to the cylinder rame 14 and to the cross head 15, respectively, the latter being carried by the rack 6; The spring 13 is preferably housed within a cas ing 16; I p

The piston 5 is moved within the cylinder 4 by means of fiuid under pressure, and to this end, in the present embodiment, I provide a fluid pressure containing tank, or receiver 17, which is connected, as shown, by means of the pipe 18 to the pressure cy1-. inder 4. The passage of fluid from the receiver 17 to the cylinder iis preferably controlled by a two-way valvea19, which in one position connects the cylinder 4 with an outlet 20 leading to the atmosphere, and in the other position closes said outlet and connects the cylinder to the containing tank or receiver 17. The valve 19 is operated by the lever 21 mounted on the post 22 which carries an arm 23, the latter being connected by means of the link 24 to the lever 25 whichis fixed to'the valve plug.

" In order to retard the spark while the engine is being started, I prefer to effect adof the link 26 to the lever 27 which is fixed on the post 28. The lever 27 is connected to lever 25, previously described, by means of a chain, or other flexible connection 29. The post 28 carries a gear segment 30 which is arranged to engage a corresponding gear segment 31 mounted on the spindle 32, on which is arranged the spark control lever 33. It will thus be seen that when the lever 21 is actuated to open valve- 19, so as to permit fluid under pressure to pass to the cylinder 4, lever 27 is simultaneously actuated, and the ignition timer correspondingly adjusted so as to effect the properretarding of the spark until the engine is operating normally.

To efi'ect compression of the fluid which actuates the motor, I prefer to make use of the exhaust gases from the engine, and to this end, in the present embodiment, the receiver 17 is connectedwith the exhaust from the engine by means of the pipe 34 which has arranged therein a check valve 35, and cut ofl valve 36, the latter being ai'ranged for actuation preferably from a foot lever 37, as shown, to check admission of further gases when there is suflicient pressure in the receiver. 38 is a cut off plug arranged within the pipe 18 to retain the pressure within the receiver 17 when it is desired to disconnect any of the remaining parts. 39 is a pressure gage connected in any suitable manner, to show the amount of pressure within the receiver.

The clutch is operated to connect the engine shaft and the motor shaft simultaneously with the admission of fluid to the pressure cylinder, in any suitable manner, and to this end, in the presentembodiment, I provide the spring-controlled arm 40 which is pivotally mounted at 41 and car- 'ries a yoke 42, the latter being provided with pins 43 which are adapted to engage the clutch element 10. The lever 40 is 'connected at its free end to the arm 23, preferably by the spring 44, so that when the lever 21 is operated to open the two-way valve and admit fluid to the pressure cylinder, the clutch is simultaneously thrown in, connecting the engine shaft and the motor shaft together.

The operation of the invention, briefly, is as follows: The parts being in normal position, as shown in Fig. 1, and the engine being in motion, the exhaust gases are forced into the receiver 17 until the desired, or limiting pressure is obtained, at which time the out off valve 36 may be closed. After the engine has been stopped, and when it is desired to start again, the lever 21 is turned so as to operate the two-way valve 19, thus admitting fluid under pressure into the cylinder 4. At the same time, the timer 3 is actuated so as to cause the spark in the engine to be retarded, and, further, the clutch element 10 is moved to operatively connect the engine shaft with the motor shaft. The latter is turned by the movement of the rack 6 when the fluid pressure in the cylinder forces the piston along. When the piston 5 reaches the end of its stroke, the lever 21 is operated to throw the two-way valve 19 back to its normal position, thus opening the cylinder 4 to the atmosphere, whereupon the spring 13 immediately returns the piston 5 to its normal position, and the parts are ready for a second operation.

I claim as my invention:

1. In an engine starting mechanism, the combination with an engine shaft, of a motor shaft, a clutch element movable longitudinally of the engine shaft and adapted to connect the latter to the motor shaft, a fluid pressure cylinder, 2. piston movable in said cylinder and arranged to actuate said motor shaft, a valve controlling the admission of fluid to the cylinder, a spring controlled arm arranged to actuate the clutch element, a spring connection between said arm and the aforementioned valve, an ignition timer, a yieldable connection between said valve and the ignition timer, and means for operating the valve.

2. In an engine starting mechanism, the combination with an engine shaft, of a motor shaft, a clutch element movable longitudinaliy of the engine shaft and adapted to connect the latter to the motor shaft, a fluid pressure cylinder, a piston movable in said cylinder and arranged to actuate the motor shaft, a valve controlling the admission of fluid to the cylinder, an arm adapted to actuate the clutch element, a yieldable connection between the arm and the aforesaid valve, and means for operating the valve.

3. In an engine starting mechanism, the combination with an engine shaft and a motor shaft, of a clutch element movable longitudinally of theengine shaft and adapted to connect the latter to the motor shaft, a fluid pressure cylinder, a reciprocating piston movable in said cylinder and adaptedto actuate the motor shaft, a valve controlling the admission of fluid to the cylinder for moving the piston, means for returning the piston to its normal position upon cutting off the fluid pressure supply, an arm arranged to actuate the clutch element, connections between the arm and the aforesaid valve, and means for operating the valve.

4. In an engine starting mechanism, the combination with an engine shaft, of a motor shaft, a clutch element adapted to connect the motor shaft and the engine shaft, a fluid pressure cylinder, a reciproiao eating piston movable in said cylinder and adapted to actuate the'motor shaft, a valve controlling the admission of fluid to the cylinder for moving said piston, means for returning the piston to its normal position after the fluid pressure supply is cut off,

connections between the clutch element and the valve whereby the clutch is operated multaneously with the movement of the valve, and means for operating the latter. 10

JOHN H. DURNO. Wi-f messes:

RUSSELL B. GRIFFITH, H. E. STONEBRAKER. 

